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Showing content with the highest reputation on 02/11/2017 in all areas

  1. I used Alan's simple method for scraping the groove with a sharpened screw head. Worked great. See his CS 15 video #14 at about the 1:30 mark. Bob
    1 point
  2. Yeah. Orange. I was bummed, at first, because I was set on yellow, but when, ahem, we, saw the orange... Ah, well. It's gonna look crazy. That's all that matters. I made my mizzen partner/step today. I need to glue it up and glue on my skeg. Those and the leeboard mount are the only bits left to glue to the outside. The hull is undergoing ONE more round of fairing, because. Well, why not? It's never gonna be perfect, but there are a few large, flat surfaces here. I think I may mess around and finish this thing one day. Maybe. Peace, Robert
    1 point
  3. Staying at the tiller in a small boat hour after hour, day after day, motoring slowly along is a laborious task. Not fun. Add a deadline to that and it is a drudge. In boating, it is much better to have a destination than a deadline.
    1 point
  4. This just in. An update from Graham. Graham reported that he has completed his field testing of the boat and saw no reason to continue sailing south. Well....ok actually he decided that he could do the most good by stopping his trip south in the bitter cold and headwinds and return to the shop to replace the lost part of the wind-vane (and fix it so it can't vibrate loose again) and also finish sewing his spray dodger. Thus far, Graham's trip has been the most extensive testing of a B&B race boat prior to the Everglades Challenge. Well done I say! His Track did not show up today but his current location is back in the vacinity of the Linehouse Landing Boatramp where his picture was taken on wed. https://goo.gl/maps/bJAM6KuC4ZJ2 He has already made plans for hauling the boat and returning to Vandemere tomorrow.
    1 point
  5. "Chessie" went to the paint shop this afternoon for two coats of AWLGRIP 545 primer. She'll return Wednesday, February 15, ready for masts installitations, fitting out, and final paint jobs (upon arrival of warm weather). Here's what she looks like: The spot on the footwell sole for the mizzen step must be kept bare (i.e, w/o primer) so that it may be effectively epoxied in place after careful alliingment of the main and mizzen masts. Here she is on the city scale. Total trailer & boat (sans all hatches and garage cover) = 1,360. Axle only = 1,180. Therefore tongue weight = 180. Now I have four days off. Taxes, honey-do, vacuum entire shop, etc., etc., ... Relax ??
    1 point
  6. I'm one of the "old guys" Doug Cameron mentioned above. I built CS17 #351 which we have sailed in 2 Everglades Challenges. I also own a Presto 30 Cat Ketch Sharpie design by Rodger Martin who is also a parter in the boat. The reason many sharpies have split rigs is to reduce heeling moment because the boats are light and don't have a deep keel, reducing righting moment. Although there is some compromise going to windward with the cat ketch, the performance reaching and running certainly makes up for it. I am sure a standard sloop rig would improve windward performance but I would not consider it as safe for sailing offshore. The Presto 30 has crossed the Gulf Stream 4 times for winter cruising in the Bahamas and is a very stable boat with limit of positive stability of 140 degrees which is better than many keel boats. Also keep in mind, if at all possible, gentlemen do not sail to windward. We added additional height to the Core Sound rigs and made fat head sails to end up with 16 sq m of sail area to improve light air performance. We got windsurfer booms from Chinook that fit perfectly and allow for an undistorted sail shape either tack. For the EC, we added a removeable bow sprit to set an assymetrical spinnaker and a modified Thistle jib for light air. With reefs in the sails we can handle pretty heavy conditions safely. Control lines are led aft, reefing is easy, we found dropping the foresail completely and then going forward to tie in the reef was better. We did eliminate the forward hatch and cut an oval hole in the bulkhead with a shelf forward at seat height for additional storage and leg room to sleep under the dodger. The first EC was fairly breezy and our second night out we shortened sail in a 25-30 knot squall after hitting 14 kt boat speed downwind in short steep waves. We sailed for some period with just a reefed mizzen then later with a double reefed main and reefed mizzen still going 6-8 knot. With shortened sail the boat was safe and manageable. Because of exhaustion, first crossing of Florida Bay, and being mildly hypothermic we stopped to eat and rest in Flamingo after midnight. We still managed to beat the old monohull record finishing second across the line after the well sailed CS20 of Paul and Alan Stewart. The second EC was in lighter conditions in general and with the small jib in 5-10 knot of air the boat moved along nicely. It did have slight lee helm with the jib but the upwind performance was better. For just sailing or cruising (not racing) we don't use the jib or spinnaker. We were third monohull behind a "turbo" Flying Scot and a modified Lightning. All in all, I think the CS series of boats are great for what they are; light, safe, seaworthy vessels for cruising or racing.
    1 point

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